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AUTOMATIC ELEGTBIG SAFETY SYSTEM FOR RAILWAY SWITCHES AND DRAW BRIDGES.

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AUTOMATIC ELEGTRIG SAFETY'SYSTEM FOR RAILWAY SWITCHES AND DRAW BRIDGES.

No. 452,873 Patented May 26,- 1891.

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E. DEMING. AUTOMATIC ELEGTRIG SAFETY SYSTEM FOR RAILWAY-SWITCHES ANDDRAW BRIDGES.

No. 452,873. Patented May 26, 1891..

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AUTOMATIC ELEGTRIG SAFETY SYSTEM FOR RAILWAY SWITCHES AND DRAW BRIDGES.

No. 452,873. Patented ay 26, 1891.

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AUTOMATIC ELECTRIC SAFETY SYSTEM FOR RAILWAY SWITCHES AND DRAW BRIDGES.

No. 452,873. Patented May 26, 1891.

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No. 452,873. Patented May 26, 1891.

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AUTOMATIC ELECTRIC SAFETY SYSTEM FOR RAILWAY SWITCHES AIITD DRAWBRIDGES.

No..452,873. Patented lklay 26, 1891.

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AUTOMATIC ELEGTRIG SAFETY SYSTEM FOR RAILWAY SWITCHES AND DRAW BRIDGES.No. 452,873. Patented May 26, 1891.

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B. DEMING. AUTOMATIC ELEGTRIG SAFETY SYSTEM FOR RAILWAY SWITGHES ANDDRAW BRIDGES.

No. 452,873. Patented May 26', 1891.

UNITED STATES PATENT Onnrcn.

EDWARD DEMING, OF BROOKLYN, ASSIGNOR OF TWO-THIRD? "O ADOLPIT KAUFMANNAND ISAAC STERN, OF NEXV YORK, N. Y.

AUTOMATIC ELECTRIC SAFETY SYSTEM FOR RAILWAY-SWITCHES AND DRAW-BR|DGES.

SPECIFICATION forming part of Letters Patent No. 452,873, dated May 26,1891.

- Application filed September 22, 1890. Serial No. 365,701. (No model.)

To all whom it may concern.-

Be it known that I, EDWARD DEMING, a citizen of the United States, and aresident of Brooklyn, county of Kings, and State of New York, haveinvented a certain new and usefullmproveinentin Automatic ElectricSafety Systems for Railway- Switches and Draw- Bridges, (Case 4,) ofwhich the following is a specification.

to My invention relates to an electric system adapted to prevent trainsfrom injury at draw-bridges and railwayfswitches.

The object of the invention is to provide a system whereby the trainshall be automatically stopped when arriving within a predetermineddistance of an open draw-bridge or open railway-switch.

The system is described by reference to the accompanying drawings.

Figure 1 is a plan of a closed draw-bridge equipped with my invention.A. train approaching a closed draw-bridge will not be antomaticallystopped unlessthere happens to be another train coming or standing onthe same track. Such a condition is illustrated, the

train on the bridge carrying an electric generator which is on everytrain and has one pole connected to the ground through the car 7 wheelsand rails and the other to a trolley resting upon a sectional conductor.Fig. 2 is a plan similar to Fig. 1, except that the bridge is open andthe circuits are changed accordingly, as hereinafter explained; also, notrain is supposed to be on the bridge nor approach- 3 5 ing the samewithin a dangerous distance. The figure is contracted in one direct-ion.Fig. 3 is an elevation of the system and conditions shown in Fig. 1.Fig. 4 is an elevation of the system and conditions shown in 4 Fig. 2,except that a train is shown within a predetermined distance of the openbridge, and the circuits are shown in the proper conditions for stoppingthe train before arriving at the bridge. Figs. 5 and 6 show the in cansfor controlling the circuit according to the opening or closing of thebridge, the former figure showing the condition wh ere the bridge isclosed and the circuit open and the latter the opposite conditions. Fig.7 shows the equip- 5 ment of the locomotive and a portion of thelocomotive itself in elevation. It is provided with a magnet whichserves to throw a battery in circuit with an electric motor, ashereinafter described. Figs. 8, 9, and 10 are plans of a railway-switchequipped with the system, 5 5 the figures showing a double track. Fig. 8shows the condition of the branch road closed to the main or straighttrack, the main track being continuous. It shows how trains will bestopped while approaching the switch on the branch track. Fig. 9 showsthe condition where trains coming from one direction may pass upon thebranch track from the main track or from the branch upon the main trackwith safety, but Where trains appreaching in the opposite direction onthe main track will, be stoppedautomatically. In all these Figs. 8, 9,and 10 the locomotive is not shown; but the magnet carried by the 10-comotive is shown, and is sufficient to be able to follow the circuits.Fig. 10 shows one main track open and one closed. Fig. 11 shows theelectric conduit and means for electrically opening and closing the sameat a railway-switch.

The equipment of the draw-bridge is first described, and consists, incombination with the bridge, of a pivoted bridge a, carrying aninsulator A, electric conductors b and Z), which are sections ofelectrical conductors running the whole length of the track, as. shownby sections 0 and c and (Z and cl at each end of the bridge. Each trackis provided with such sectional conductors and are letteredcorrespondingly, as B and B, Oand O, and D and .D'. The rear car of eachtrain carries an electric generator e, as seen in Fig.

3. Each locomotive carries a magnetf, which acts as a relay-magnet tointroduce a local circuit from battery 6 in electrical connec- 0 tionwith a motor g, which is geared by rods 7t, 7t, and 7b", respectively,to the handles of the throttle-valve, automatic brake, and sanddistributor in such a manner, as by cranks, that when the motor-shaftrotates the said 5 handles will be operated as if by the engineer andthe train will be stopped automatically. The magnet f has an armature f,which when attracted closes the local circuit by bringing the terminalse together. hen the cur- IOO rent through the magnet f is open, theretractile spring 2? opens the local circuit by pulling the contactsapart. It is evident, then, that when the magnet fis energized the trainwill stop, so that it will be convenient hereinafter to refer to themagnet and not each time show how it is the relay for stopping thetrain. One pole of the battery e being connected through the wheels tothe track and thence to the ground and the other having a sliding orrolling contact upon a sectional conductor 1), and the train carryingthe battery 6 being on the draw, and the poles of the magnetf beingconnected, similarly to those of the battery 8, to the ground andsectional conductor 0', then a circuit will be closed from the battery ethrough the magnet f on the locomotive, and the train will be stoppedbefore reaching the bridge containing another train.

It should be stated that the conductors c b d' are all in such aposition that the wire j from the battery will slide along them, andthat the conductors c, b, and d are in a line for allowing the conductorj from the magnet f to slide along them; also, that conductor c iselectrically connected to conductor Z), and b to (7, while conductors cand b are insulated from each other, and also I) and d, as well as c andb and b and d. \Vhen the draw-bridge is open, however, means areprovided whereby conductor 0 will be cutoff from conductor 7) andconductor b from conductor (1.

A battery is located at the end of each track before it passes upon thebridge, there being four such batteries on, m", m, and m One pole ofeach battery is connected to the ground permanently. The opposite polein each case is connected with that sectional conductor upon which reststhe terminal of the magnet f when the train comes toward the bridgewithin the length of said section. In Fig. 4 it connects with thesectional conductor 0, upon which rests the conductor n,extending fromthe magnet f. A closed circuit is formed, therefore, through the magnetf as soon as the train arrives at the bridge within the distance of thelength of the sectional conductor c, which in practice would be about aquarter of a mile. The explanation would be similar if a train arrivedon any one of the remaining three tracks from either direction, or evenif thetrain were backing, instead of traveling with the engine headedtoward the bridge. When the bridge is opened, the operator raises thelevers 0 at each end of the bridge, while springs 1), attached tocircuitclosers q, pull the latter closed at the contacts q. q isone-terminal of the battery m in Fig. 5. It is out of contact with theterminal g, which is electrically connected with the magnet f. \Vhen theswitch 0 is raised, the spring 1) causes these two contacts q and q tocome together, completing a circuit from the battery m through themagnet f when the latter is Within a predetermined distance of thedraw-bridge. The two contacts q and q are shown touching each other inFig. 6.

Referring particularly to Figs. 8, fl, and 1.0, there is represented arailway-switch 'r and r for each track, so that trains running from theleft to the right may either continue on the main tracks .9 and s orturn upon the branch tracks .9" and 3'. At or near the switch is anelectrical generator M, having one pole connected permanently to ground.The other pole is connected to terminals upon the switches r and r. InFig. 8, f, as before, represents the magnets upon the locomotives. Whenthey come upon one of the sections near the switch, the current frombattery M passes through them because the contacts a on the switchesclose the circuits through said sections and said magnets. The sections1; of the respective tracks are connected to the contact-points 'Lt, butwhen the switches are moved so as to make the branch tracks continuouswith the main tracks the contacts a open the battery circuits to thesections 01. Consequently when the branch track is continuous with themain track trains on the former will not be stopped, and when out offthey will be automatically stopped.

My system is also applicable to the case where trains may be coming fromthe right on the main track and be stopped or not stopped, according asto whether the main track is cut off from or continuous with itself.This case is shown in Fig. 9. Contacts at and u" are carried,respectively, by the switches r and r, and are connected electrically tothe magnets f of trains which are coming from the right on the maintrack. The conductors thus making the electrical connections arelettered U. If only one main track is continuous and the otherinterrupted, then a magnet f, Fig. 10, approaching on the interruptedtrack from the right will come into circuit with the battery M and thetrain carrying said magnet will be stopped; also will the magnet f onthe interrupted branch track 5' be put into a closed circuit with thebattery M; but the magnet f will not be put into a closed circuit,because in that position the contact a is not closed with anysectionalong that track .9"; but if the switch is moved so as to makethe track 3" continuous with the track 8', then the contact 11/ willcome upon the conductor 20, which is connected to a sectional conductor10 belonging to the said track 3".

No one figure represents all the contacts a, u, u", u, and 10, as thecircuits might be so confusing as to be unintelligible.

The contact from the magnets f, f, and f to the sectional conductors vw, &c.,is made in a conduit, which should be provided with an electriccircuit-closer at each railway-switch. Such circuit closers m and 00'are shown in Fig 11, which represents a portion of a double conduit. Theswitches are 1" and 1" as before. To these are attached thecircuitcloser handles or levers X and X, pivoted to the stationarypoints y. The circuit-closers 0c and 0c are insulated by insulation ccfrom the levers X and X. The conductorsof the conduit are F, and each issurrounded, except on the top, by insulation. These conductors arebroken at the circuit-closers, which, it closed, mend the break, so asto form one continuous conductor. When the bridge is closed, the circuitfrom magnetf, Figs. 1 and 5, is to section 0, to battery 172, open fromthere to the contact q, to the rail B, and then through the rail to theother terminal of the magnet f. In Fig. 6, the bridge being open, thecircuit is the same, except that it is closed by the contact g touchingthe lever q.

I claim as my invention- 1. In an electric safety system forrailwaytrains, the combination of a locomotive provided With an electricmotor engaged with the handles of the throttle-valve, automatic brake,and sand-distributer, an electric generator upon said locomotive incircuit with said motor, said circuit being normally open, anelectro-magnet whose armature is a circuit-closer to said generator,electrical condoctors connecting said magnet respectively to the groundand to a sectional conductor within a predetermined distance from adrawbridge or railway-switch, an electric generator permanently locatedat or near the drawbridge orswitch and having one pole grounded and theother connected permanently to said sectional conductor, and an electriccircuitcloser for said last-named generator attached to saidrailway-switch or draw-bridge, all com bined substantially as and forthe purpose described. Y

2. In an electric safety system for railwaytrains, the combination, Withan electric motor engaged with the throttle-valve, automatic brake, andsand-distributer, of a stationary electric-battery circuit controlled bya. drawbridge or railway-switch, including an electro-magnet which isprovided with an armature circuit-closer in circuit With an independentelectric generator in circuit withsaid motor.

In testimony that I claim the foregoing as my invention I have signed myname, in presence of two witnesses, this 15th day of September, 1890.

EDIVARD DEMING.

Witnesses E. G. DUVALL, J r. EDWARD P. THOMPSON.

